ADDRESS 
 
 MR. A. WHITNEY, 
 
 LEGISLATURE OE PENNSYLVANIA, 
 
 PROJECT FOR A RAILROAD 
 
 LAKE MICHIGAN TO THE PACIFIC. 
 
 HARRISBURG, Pa.: 
 
 I. G. M’KINLEY & .1. M. G. LESCURE, PRINTERS. 
 
 1848 . 
 

ADDRESS. 
 
 Gentlemen :—I come before your honorable body to explain a project for a railroad 
 from Lake Michigan to the Pacific ocean, which, with the links joining from the At¬ 
 lantic, will make one continued line of railroad from ocean to ocean, of 3,000 miles in 
 extent, and which, at the rate of 30 miles per hour, (only about half the railroad 
 speed in England,) can be traveled in less than 5 days. 
 
 1 In order that you may the more clearly understand my explanations, see our actual 
 position on the globe, as compared with the other parts of the world, and see the object 
 and intent of this great work, that of bringing the commerce of all Europe with all 
 Asia across this continent, I have prepared and beg to refer you to a skeleton map. 
 
 All the maps which we have heretofore studied, have been made with particular regard 
 to the position of Europe—Europe, Asia and Africa placed together, and our continent 
 one side of all. as if of no importance. While here you see by this map, that we are 
 in the centre of all—Europe on the one side, with 250,000,000 of population, and all 
 Asia on the other side of us, with 700,000,000 of souls. The Atlantic separating us 
 from Europe, and the calm Pacific between us and Asia, and you will see that the 
 population and the commerce of all the world is on this belt of the globe, which makes 
 a straight line across our continent. 
 
 (Mr. Whitney here explained on his map the positions of the different commercial 
 points, both in Europe and Asia, as directly connected with his project, making its 
 importance clear to all who heard him. He then said:) 
 
 In order that you may understand the whole subject, I will first explain its position 
 and progress. I presented a memorial to the last session of 28th Congress, praying for 
 a grant of, or that 60 miles wide of the public lands, might be set apart to furnish 
 means to construct a railroad from some point on Lake Michigan, to the Pacific ocean, 
 representing the object and great importance of the proposed work, and setting forth 
 the plan by which it could be carried out; that of connecting the sale and settlement of 
 the land appropriated, with the building of the road. Said memorial was referred to 
 the Committee on Roads and Canals, and a unanimous report in its favor adopted. 
 
 During the summer of 1845, with a company of young gentlemen from several dif¬ 
 ferent States, I explored and examined a portion of the route. My object was to 
 examine the soil and surface, and to ascertain if that part of the route (then not fully 
 known) was practicable for a railroad,- if the lands would be likely to sell and settle and 
 produce means for the work. If material, timber, stone, &c., could be had on the 
 route, if the streams could be bridged, and where. The soil and surface far exceeded 
 my expectations, giving a far more favorable route than on any other part of the globe. 
 I found limber on the border of the lake, and a little 90 miles west of the Mississippi 
 river—then there is none on to the Rocky mountains. I found stone probably sufficient 
 for bridging the streams which can be bridged—the Mississippi at or near Prairie du 
 Cliien, and the Missouri at, above, Council Bluffs, but at no place below that point. 
 
 At the commencement of the 29th Congress, I again presented a memorial, praying 
 the same object, which was referred to the Committee on Public Lands in the Senate. 
 The subject was thoroughly examined in all its bearings, and the committee unanimously 
 reported in its favor, and introduced a bill granting the land prayed for. The bill 
 passed to a second reading, and ordered printed, with the report. No further action at 
 that session. 
 
 During the last session, the committee, though composed in part of different members, 
 was unanimous in its favor ; but it being a short session, with the Mexican war, and 
 other exciting subjects, action was prevented. 
 
4 
 
 Strong expressions have been made throughout the country by the public press almost 
 universally, by public meetings in many of our large cities, and resolutions by Legisla¬ 
 tures of several States, 17 having, by almost a unanimous vote, approved of, instructed 
 and requested their delegates in Congress to vote for it. Still, the work is so large, 
 promising such vast results, that the mind is in many instances frightened from a fair 
 investigation of the project, or the simplicity of the work itself. 
 
 I hope, in examining this great subject, that comparison with all other works or pro¬ 
 jects will be entirely abandoned or excluded from the mind, as no such comparison can 
 justly be made.’ Here is no slock to subscribe to, and no dividends to earn: the route 
 an entire wilderness, the earth the capital stock, and the labor of man to be applied 
 thereto, to bring forth the abundant means for its accomplishment. 
 
 I start upon the ground that no work, no enterprize, is too great, too magnificent, 
 when dependent alone upon the labor of man for its accomplishment, furnishing itself 
 the sure and sufficient reward for that labor. 
 
 The first consideration for any work or project is, its feasibility and means to carry 
 itonU 
 
 The feasibility of this project I will first explain. We all know the topography of 
 the Mississippi valley or basin: that from the Rocky mountains and the great lakes, to 
 the base of the Alleghenies, and to the Gulf, is one inclined plane, without rock, moun¬ 
 tain, or even hill, and without impediment to the construction of a railroad, except 
 when the streams cannot be bridged, and when the bottom lands are too wide and too 
 soft for such a work. 
 
 From the lake to the pass in the mountains, a railroad may be built on a straight 
 line by compass, if you please. From the lake to the Missouri, the grade for any one 
 mile would not exceed 25 feet; thence to the pass in the mountains lire average grade 
 is about 6 feet; thence to the Ocean the route is more difficult, though perfectly feasi¬ 
 ble, as may be seen from the Senate’s committee report, p. 4, 5 and 6, and as may also 
 be seen from the able report of Col. Fremont, which exhibits a scale of daily eleva¬ 
 tions from the Missouri river to Fort Vancouver, on the Columbia river, and as has 
 been represented to me by Col. Fremont himself, Mr. Fitzpatrick and many others, 
 who.have been to and returned from Oregon; and, as the Senate’s committee say, “a 
 consideration of the facts in the premises, therefore, leaves no doubt of the practica¬ 
 bility of the proposed route for a railroad from the shore of Lake Michigan to the navi¬ 
 gable waters of the Colombia river.” 
 
 This point seems settled. 
 
 And now we will consider the means for the accomplishment of this great work. 
 
 It is not at all probable that Congress will ever appropriate money for such a work, 
 and there are serious objections to the carrying on of such a work by the General Gov¬ 
 ernment. In the first place, it would require years to complete a survey, and then the 
 route must be fixed upon by Congress, causing further delay, and most likely the woik 
 would never be commenced; and surely, like the Cumberland road, would never be 
 completed, and always subject to being made a powerful party political engine, draw¬ 
 ing the earnings and means from one section of the Union to be squandered in another, 
 upon the hirelings of aspirants to office. 
 
 I do not ask for a survey; I do not ask for one dollar in money, and can commence 
 the work so soon as the grant is made. The route from the lake to the river could be 
 fixed upon, and the work commenced without delay. To the mountains the route is 
 well known, and while the work is progressing from the lake, the entire route could be 
 examined, surveyed and fixed upon. 
 
 It is a work beyond the power of individual enterprize, nor can it be done by Slates 
 not yet formed. An entire wilderness, it becomes absolutely necessary to connect the 
 settlement of the country with the building of the road—being impossible without it. 
 
 I have sought to and believe have matured a plan which shall leave with Congress 
 the power of control, and of holding all as seeuritv, making it a national road; while 
 at the same time the work would be carried on as an individual enterprize, freed from 
 the immense government patronage which, as a government work, it would create, and 
 also freed from the delays, expenses, and insurmountable difficulties sure to arise from 
 constant legislative changes of direction. I ask Congress to set apart (not grant to me) 
 
5 
 
 60 miles wide of the public land from Lake Michigan to the Pacific Ocean, for this 
 especial purpose. 
 
 I make the starting point from the Lake Michigan first, as the road would add value 
 to the lands; and as the land is the only source of means, the road must be located 
 where the land on its line could be applicable to it. Land, distant from the road, could 
 not be made available, and therefore the project would fail. There is no point south 
 of this route where the public lands could be made to produce means for the work, 
 and there is no point south where the streams can he bridged. Your own experience 
 must, I think, satisfy you all of the impossibility of bridging the principal streams of 
 this great valley of the Mississippi below the rome I have selected, and the Rio Grande 
 would be equally impossible. The commerce which we expect on this road, could 
 not be accommodated by ferrying the streams: transhipments must be avoided : a cargo 
 of merchandize put on the road at either ocean, must not be changed until arrived at its 
 destination in the interior or the ocean. 
 
 There are other important reasons why this should he the starting point. It is all- 
 important to have a cheap and direct water communication with the Atlantic while the 
 road is being built, to take laborers, settlers, and materials to the starting point; to have 
 easy communication with a settled country around to furnish food for the laborers and 
 settlers, till they can produce for themselves. It is necessary to have timber and other 
 materials convenient, and there is timber on the boarder of the lake, and could be taken 
 on by the road; but from any other starting point, on either the Mississippi or Mis¬ 
 souri rivers, the difference in cost of transit for the material alone would forbid the 
 commencement of the work; and it is all-important that the starting point should be 
 from where limber can he taken on by the road for settlers, for building and fences for 
 that immense distance of 1200 miles, where there is none, and could not be gotten 
 there, except by the proposed road. 
 
 A siarting point may be had somewhere between Greene Bay and Milwaukie, where 
 nearly the GO miles wide to the Mississippi may be found unoccupied, and for that 
 already occupied an equivalent somewhere else; but should the commencement be 
 delayed over lor a short time, the public lands, from the lake to the Mississippi river, 
 would be so much taken up, as to entirely defeat the work forever. The lands beyond 
 the Mississippi could not be made available for settlement or for means to build the 
 road, until a means of communication by railroad could first be had, and even then the 
 lands beyond would not produce sufficient funds to accomplish the work. 
 
 From the Mississippi through to the ocean, is an entire wilderness. From the lake 
 onward for 800 miles, the land is of the very best quality for the production of bread- 
 stuffs, the surface beautiful, without rock or mountain, or even hill, just enough roiling 
 and descending to let the water off ; all covered with a rich grass ready for grazing or 
 for harvest, and enough for millions of cattle, and no preparation wanted for a crop; 
 the farmer wants but the plough, the seed, the scythe and the sickle. 
 
 About 300 miles of this 800, except on the border of the lake, there is limber only 
 sufficient for agricultural purposes, buildings and fences; the other 500 miles, and so 
 onward to the mountains, entirely without limber, but as there is an abundance of coal 
 all on to the mountains, and timber in the northern part of Wisconsin, this is no ob¬ 
 jection, because timber can be taken on by the road at low tolls, sufficient for buildings 
 and fences, to places where there is none cheaper than the lands could be cleared, so 
 that for settlers, particularly those from Europe not accustomed to clearing lands, with 
 the road it is better without than with timber, but without the road can never he settled. 
 After this 800 miles to the pass in the mountains, the land is represented as very poor, 
 too poor to sustain settlement, but I am inclined to believe the facilities which the road 
 would create must make a part of it productive and useful. 
 
 From the Pass to the Ocean I am disposed, from the information which I have been 
 able to procure, to believe there are more lands suitable for culture and grazing than 
 we have inferred from different writers. 
 
 It has been estimated that the road will be from the lake to the ocean 2,400 miles, 
 but the actual distance from the lake to the ocean, allowing 260 miles for detour, will 
 not exceed 2,030 miles. And it is estimated that a good road, single track, heavy 
 
S40,600.000 
 
 rail, with turnouts, can be bnilt for S20,009 per mile, amounting to, 
 
 And as the road, except this side of the Missouri, could not earn any 
 income until all is completed to the ocean, and must be kept in 
 operation for its construction, a further sum for repairs, operation 
 and machinery, would be required of 20.000.000 
 
 Making the total snm when ready for operation, 860.600,000 
 
 But it has been estimated as high as 3100,000,000. 
 
 The 2,030 miles by 60 wide, would give to this work 77,952,000 acres of waste 
 land; 800 miles on the first part is good, say 30,720.000 acres less for waste land and 
 ordinary expenses of sale, and allow that by the road it might be made to average the 
 present government price, $14 per acre, would produce 32,832,000 dollars. Thence 
 to the ocean is 1.-230 miles, or 47,232,000 acres, the greater part of which is repre • 
 seated as being too poor to sustain settlement: but allow the facilities which the road 
 would undoubtedly create, to make it average one-half the present government price, 
 and deduct 5 per cent, for expenses of sale, and we have 827,044,000, together 
 859.879.000, or a little less than the estimated cost of the road. But suppose the 
 graduation bill to become a law, fixing the minimum price of lands 10 years in market, 
 at 25 cents per acre for any of the best, and this 77.952,000 acres would at the full 
 price for all, amount to but S19,4SS,000. This then is the capital stock for this great 
 work, to be brought into life and use only by the work itself. 
 
 It will be seen that the entire project depends upon the 800 miles of land on the 
 first part of the route, which is fast being taken up by settlers, and will soon be so 
 much so with the location of the soldiers’ bounty lands, as to defeat the project for¬ 
 ever; for I do not believe there can ever be any other means than the public lands, and 
 when they (the first part of the route) are gone, all is gone forever; more than 1,200 
 miles without timber, and mostly very poor lands, can never settle without the road to 
 give the only means of communication with civilization and markets. 
 
 I will now explain the simple plan by which I propose to carry out this great work. 
 As I have before said, I do not ask Congress to grant to me one acre of land until 
 the road is built in advance. I first build 10 miles at my own expense, which will 
 cost 820,000 per mile. One mile of the land 60 miles wide is 38.400 acres, allow¬ 
 ing for waste land and expenses of sale, will at Sli per acre, produce about $40,000, 
 equal to build two miles of good road. When the 10 miles is completed to the satis¬ 
 faction of a commissioner appointed by the government, then, and not till then, I take 
 five miles or one-half of the lands, with which to reimburse myself—the other half, 
 with the road held by the government or sold, as the demand for settlement may re¬ 
 quire, and as Congress shall direct, at public auction in lots of from 40 to 160 acres, 
 and so on for the 800 miles, or so far as the one-half will furnish means to build the 
 10 miles of road, and afterwards on to the mountains and to the ocean. When the 
 entire 60 miles wide of poor lands do not furnish means to complete the road through 
 them, then the fnnd which may have been created and held by the government in trust, 
 from the sale of the one-half of good lands before named, or the lands shall be applied 
 to this purpose, but in all cases the 10 miles of road must be built, in advance of re¬ 
 ceiving any lands or money from lands sold. 
 
 The bill will provide that the title never vest in me at all, but, those who purchase 
 lands under contract with me, receive their title directly from the General Land Oflice, 
 subject to the approval of the Commissioner, and requiring his certificate that my 
 part has been performed; and in case of failure to perform my part, the settler will be 
 entitled to a pre-emption right and pay lo the Government lor his land—all lands sold 
 at auction to be sold as the government lands now are, and patents issue direct to the 
 purchasers from the General Land Office; all lands remaining ten years after the road 
 is completed, lo be sold in like manner. 
 
 The road being built from the public lands as stipulated, would when done be con¬ 
 sidered as public property, for the use of the whole of the union, and not subject to 
 tolls beyond sufficient to keep it in repairs and operation. And in order to attain the 
 
7 
 
 object we aim at, (to make it the thoroughfare for the commerce of all Asia) it will be 
 necessary to keep it under one general management, so that its operations may be regu¬ 
 lar and punctual from one end to the other, which should be controlled and fixed by 
 Congress, under individual management and responsibility the same as the building of 
 the road. 
 
 It will be perceived that this plan does not propose any reward for carrying on and 
 completing this great work, except in the lands at the government price for the actual 
 outlay; and the government cannot in any way be responsible for its success—failing 
 the government lose nothing5 and I take upon myself the hazard of making the lands 
 yield sufficient means for the work—failing I get nothing. I have, therefore, asked 
 for the balance, should there be any, after the road is completed, and after paying for 
 the lands—but not till then. And to prevent the government from being subject to any 
 expense, either for the road or for its operations, while it may be considered as an ex¬ 
 periment, I have proposed that the surplus lands, if any, be held subject to the road 
 until so far established as to be able from its earnings to provide for itself. And to 
 obviate the objection to the road being owned by the government, I have proposed to 
 pay (when so far advanced as to render its completion sure) 16 cents per acre for all 
 the lands, but to be held by the government, so as not to be applied to any other pur¬ 
 pose than the accomplishment of this work ; Congress to prescribe the mode of sale 
 of the lands, if thought necessary, but to fix and regulate the tolls of the road at each 
 session ever after. Thus it would be a national road, entirely under the control of 
 Congress, yet not involving the government in any expenditures ; creating or causing 
 no government patronage, or polilcal party influence, but carried on purely as an indi¬ 
 vidual enterprize, freed from any and every constitutional objection. The constitution 
 expressly and declaredly, not impliedly, gives to Congress the power of controlling 
 and disposing of the public lands, which has been exercised at every session by vari¬ 
 ous grants, donations and by sales; the machinery of the latter is no small part of that 
 branch of our government called the treasury, even forming a separate and distinct 
 bureau with various agents in all the States and Territories, where we hold public lands. 
 
 Those who have been the most rigid in the construction of the constitution, have 
 declared that the government, as proprietor, have an unquestioned light to dispose of 
 a part in order to benefit the whole. 
 
 Mr. Calhoun, in the last Congress, declared this to have been his conviction and 
 action in all cases. But I even go beyond all this, for in the end I pay for all the land 
 appropriated for this work, at 16 cents per acre, but not until the road is so far ad¬ 
 vanced as to render its completion sure to the nation. Although as I pass with the 
 road through the 800 miles of good land on the first part of the route, and take the 
 alternate five miles to re-imburse myself, and the government holding the other, is it 
 because if I paid for the lands and took all as I go on, the government and the people 
 would have no assurance that the road would be continued beyond the good lands, and 
 the increased value which the road would give to the lands would perhaps be a tempta¬ 
 tion beyond the virtue or patriotism of man to resist, and the road would never extend 
 beyond the good lands, and we fail to accomplish the great object which we set out 
 for; but the holding back the alternate five miles, the others being settled, and the 
 road in operation through all, the value would be greatly enhanced thereby, creating 
 the means to continue the road through the poor lands, and renders it certain and sure 
 that the road will be continued and completed, and that you will gain even far more 
 than you expect, and in the end are twice paid for the lands; first, the lands must be 
 sold for means to build the road, which amount goes directly to the people for labor 
 and materials, and every section of our country must share in this benefit; then I pay 
 to the government the 16 cents per acre for all the lands, good, bad and indifferent, set 
 apart for this work, for the 77,952,000 acres I should pay $12,472,320, or about 
 $7,000,000 less than the graduation bill proposes to reduce this amount of government 
 lands, all good. I say proposes to reduce, because I lake it for granted, that no man 
 will pay full price, when, by squatting for 10 years, he need pay but 25 cents per 
 acre. 
 
 It must be known to all, that there is but a very small part of these lands, this side 
 of the mountains, which can possibly be sold at any price or settled without this road, 
 
8 
 
 and all know that through the mountains, and nearly to the ocean, the lands are gen¬ 
 erally represented as impossible of, or too poor to sustain, settlement, and could never 
 be of any value or even use without this road; and it is also known that the bill form¬ 
 ing a territorial government for Oregon, proposes to give to the settlers nearly or quite 
 all the desirable lands, which must be provided against or this work cannot be carried 
 out. Therefore, with all these considerations and facts, it is believed the sum pro¬ 
 posed is far beyond the present value of the lands, and in the sale or disposal of which 
 for this purpose, there can be no constitutional question or doubt involved. 
 
 Some have fancied that the term “ national road or national work,” might mean, 
 embrace or involve internal improvements by the government, but this cannot be, the 
 government enters into none of its machinery, the whole Union own the lands, and 
 sell them for this express purpose. The condition of sale is, after first receiving a 
 stipulated sum for all the lands, that each and every section and interest of our great 
 Union may participate in all the benefits to result from this work, and to secure this, 
 as I consider, all important condition, Congress retains the power to conirol the opera¬ 
 tion of the road and to fix its tolls ever after. Thus, in that fact, it will be a national 
 road, and still an individual enterprize, and surely there can be no constitutional or 
 other objections to such a national road as this promises to be. 
 
 It has already been shown, that this plan is founded entirely upon the wilderness 
 lands; hut I think all must be pursuaded that the facilities which the road would un¬ 
 doubtedly give to settlement, would furnish means quite as fast as it could be applied 
 to its construction, and the building of which would be of vast benefit to the settlers. 
 
 With this road commenced, how changed would be the condition of emigrants ; 
 now they land upon our shores, and from their inexperience in a strange land, their 
 little means is soon wasted, and many become burdensome to our citizens, and those 
 who go to the far west are obliged, from necessity, to select their home remote from 
 any means of communication with markets, without any return for labor until the first 
 crop is grown, and then the cost of transit takes all; nothing left for an exchange for 
 other comforts and necessaries of life. He is surrounded with an abundance of earth¬ 
 ly products, and still wants; he does not get a reward for his labor, and to aid in sus¬ 
 taining the other branches of industry. 
 
 Bnt commence this road, and the emigrant would have a fixed point of destination. 
 He would not be detained in onr cities, bnt pass on through our rivers, canals, railroads 
 and the lakes, direct to his new home. If he had 50, 100 or more dollars, he could 
 give one half towards paying for his land, the other half would build his cabin and get 
 in his first crop. Then his labor on the road would be wanted to pay the balance for 
 his land. The next season his crops ripened and wanted by those who come as he 
 did the season before, with the road to take any surplus to market. And those who 
 come without money, their labor on the road would purchase the land, and they too 
 would soon become independent And what would be its moral influence? Neces¬ 
 sity ofteB, yes almost always, tempts man to vice and crime, but place him where his 
 labor receives its just and proper reward, and you elevate him. I care not how low 
 he may have been, you raise him to what his Creator intended—to a man—and he 
 may rear an offspring, respectable, honorable, and filling the highest places in the 
 land 
 
 It has been objected that such a work cannot be built and carried on through a 
 wilderness. In answer I say, if it was not a wilderness I could not have the lands, 
 the only means for such a work; and I propose, by the work itself, to change the 
 wilderness waste to cities, towns, villages and richly cultivated fields. 
 
 It is also objected that onr country is not old enough, and without population suffi¬ 
 cient to embark in an enterprize so vast. I answer, we have already about 8,000 
 miles of railroad in operation, at a cost or outlay of about 8160,000,000. That our 
 population is at this lime 21,000,000, and will double in twenty-two years. And if 
 we have been able, np to this time, with our small population and smaller means, to 
 complete the 8,000 miles, by the double of our population, and consequent double of 
 mean3, we shall be as able to double the miles of railroad; and the comparison is greatly 
 in favor of the future, because many of our present railroads are exclusively means of 
 travel and have not developed sources of production and wealth. Our increase of 
 
9 
 
 population, in 22 years, will give for tliis road and the Pacific coast 11,000,000, and 
 leave 10,000,000 lor the present States. But let us see what we do want for this 
 road. I make my calculations and predicate the whole upon the sale and settlement 
 of the first 800 miles; therefore this 800 miles, by 60 wide, would give 30,720,000 
 acres. Now allow 160 acres for each family of 5 persons, and it would require 
 192,000 families, or together 960,000 souls. It will require, from the commencement, 
 5 years to complete this 800 miles, and 15 years for the entire roatl; and to sell and 
 settle all of the 800 miles in 5 years, would require, per annum, 38,400 families, or 
 192,000 souls ; hut as it is not necessary to sell and settle more than half, while the 
 entire 800 miles is being built., 19.200 families, or 96,000 souls, per annum, is all that 
 would he required, which is less than one seventh of our now yearly increase of popu¬ 
 lation, and only about one-third of what we may expect the yearly immigration from 
 Europe during that period. 
 
 The question has been asked by many, “how is the road to be protected from 
 the Indians, through a wilderness of such vast extent? and how is it to be supplied 
 ' with water and fuel 1 and what will support and keep it up ?” To the first I answer, 
 if the road is built it can only he done by the sale of the lands and settlement of the 
 country on its line, which will be a sufficient protection, and through where the land 
 is poor, the constant business and operation of the road would protect it. The 
 Indian disappears with the game, and it cannot be supposed that game, such as Buffalo 
 and Elk. the dependence of the Indian, would remain long in the vicinity of a railroad 
 constantly in use, as this must be, even for its construction. 
 
 Fuel and water, of the former, coal, there is an abundance, all to the Rocky moun¬ 
 tains ; ami on the other side it has been found on the Columbia river and at Vancou¬ 
 ver’s island. Water, to the Missouri, we cross living streams, each 10 to 20 miles. 
 From the Missouri to the pass in the mountains, we go parallel with, and if necessary, 
 directly on the banks of rivers from the pass to the ocean, probably follow the courses 
 of the streams. The. last question is answered partly by the answer to the first, that 
 the seldement which must lake place, or the road cannot he built, would of itself 
 maintain it, and it will lie seen that this will be the shortest, cheapest and most direct 
 route, even from Europe to Asia, all the islands of the Pacific, and Indian ocean. 
 
 The voyage from London, or our Atlantic, cities, to China, around the Cape of 
 Good Hope, is estimated at not less than 17.000 miles, requiring from 100 to 160 days 
 for its performance, and 10 to 12 months for the voyage out and home, and the same 
 for all the commerce with all Asia; our whale vessels are absent 2 to 4 years. 
 
 In consequence of the long distance and time required, our commerce with Asia, 
 (China particularly, as we have comparatively but small amount with any other part, 
 owing to the power and infiuenee of. and control which England holds over ail) is 
 limited to a few articles, but with this road built it would be increased beyond the 
 power of human calculation to estimate, and must all he done by our own ships and 
 our own men; as the Asiatics are not, and never can be, a maritime people, we must 
 be their carriers. 
 
 This road would necessarily and undoubtedly be joined from all the important 
 Atlantic and Gulf cities, when from any of which it would be to Japan, with iis 50 to 
 100,0(10,000 of souls, but 7,1100 miles, requiring hut 19 days bv steam fur its per¬ 
 formance. To Shang-Hoi in China, at the mouth of the great Yang-tse-Keang, 
 (which near its mouth is crossed by the great canal to Pekin) and where all the com¬ 
 merce of this vast empire of 500.000,000 of souls now centres, and where all its 
 foreign commerce must centre when this mule is opened, is but 8,400 miles, requiring 
 but 24 days for its performance. To Australia hut 9,000 miles, requiring but26j days; 
 and to Singapore, where ail the commerce of Europe with India would centre, is but 
 10,600 miles, requiring but 291 days; and all this commerce and intercourse might lie 
 carried on by steam, heenuse there is an abundance of coal in Vancouver’s island, at 
 Japan, at China, as low down as Formosa, and at the high latitudes of Australia, and 
 the distance, from point to point, is within the ea| acity of a vessel to carry fuel, but 
 which could not be done from any other point on the Pacific. 
 
10 
 
 The commerce and intercourse from this route with all Asia and even Africa, may 
 be carried on along the coast never out of sight of the land. What a picture, what a 
 glorious prospect. Very soon the various lines of steamers from Oregon to Japan, to 
 China, to all the islands and to all Asia, would far outnumber those of any of our At¬ 
 lantic cities of the present day. 
 
 The saving of time so all important to the merchant, giving him the control of mar¬ 
 kets, would force commerce over this route even at much higher tolls, hut which would 
 not be necessary as will be seen—eighteen dollars per ton measurement being tile very 
 lowest rate from China to New York per ship around the Cape Young Hyson, the 
 heaviest description of teas, and about the third class article in weight and bulk, ami 
 compares with flour, requires two tons measurement for one ton weight. 
 
 From China to the termine of this road on the Pacific, seven dollars per ton 
 measurement would be a large freight compared with from our Atlantic cities to Eu¬ 
 rope ; thence to the lake 2.030 miles. As the road would not earn dividends one half a 
 cent per ton per mile would be sufficient for repairs and operation, and would be 85 08 
 more; thence to the Atlantic, say 1,000 miles, and roads to earn dividends, at one cent 
 per ton weight per mile would be 85 more, in all S17 08 for one ton measurement from 
 China to the Atlantic cities, via. the Oregon railroad, and less than can be (lone via. the 
 Cape of Good Hope by ship. 
 
 The commerce of Europe with Asia in which we do not now participate to the value 
 of one dollar, amounts to an aggregate annually of S250,000,000, employing about 
 2,000 ships, of a tonnage in weight of at least 1,200,000, and employing about 50,000 
 seamen; all this immense commerce would be changed to this new route, and at the 
 tolls above named (one half cent per ton weight per mile,) would give to this road 
 812,180,000 per annum, and to the roads leading to and connecting with it from the 
 Atlantic and Gulf cities 812.000,000 more, making the sum of 824,180,000 per an¬ 
 num, which the commerce of Europe with Asia would be tributary to us alone for 
 transit across our continent, and which is small compared with all the other advan¬ 
 tages to grow out of and be subject to it, so that it is possible the road would not be able 
 to accommodate all the business now ready for it, but not probable there would not be 
 business enough to support it. 
 
 It will be seen from actual calculation, that there is no other route across our conti¬ 
 nent to China so short by several thousand miles, and none other which would change 
 the present route for ihe commerce of Europe with Asia. A route has been talked of 
 from Charleston, through Louisiana, Texas and Mexico to Mazallan, which to China 
 would be 2,342 miles greater distance than from Charleston to China by this route, and 
 through a country not our own. Even were the distance the same, and country our 
 own, could the Mississippi, the Rio Grande and other streams be bridged, and would 
 not the road be swept away, or its operation prevented by the yearly flooding of those 
 streams T and is there any other means for such a work than individual subscription ? 
 and do yon believe there is a man in all the United States who would subscribe one 
 dollar to such a stock ? Were it built it must charge tolls for dividends, and would cost 
 for the transit of one ton weight from Charleston to Mazatlan S2 53 more than from 
 Charleston to Oregon via. the proposed road, and from Charleston to China 89 03 for 
 one ton weight more than by this road. 
 
 Philadelphia would be nearer to Oregon by this than to Mazatlan by the southern 
 route 107 miles, and 3,507 miles nearer to China. Pittsburg 646 miles nearer to Ore¬ 
 gon than to Mazatlan, and 3,646 miles in favor of this route to China. From Phila¬ 
 delphia to Oregon would cost S10 18 per ton weight transit less than to Mazallan, and 
 816 68 less to China. From Pittsburg to Oregon $7 69 per ton weight less than to 
 Mazatlan, and 814 19 less to China via. this route. Philadelphia would have 100 miles 
 advantage over New York, and 300 over Boston, and 150 over Charleston and Savan¬ 
 nah, and a corresponding advantage in expense of transit; and New Orleans would be 
 300 miles nearer to the starting point than New York. It appears to me so plain the 
 interests of all, and more particularly that of your great State, indicates this as the 
 only rente, that comment is unnecessary. From China to Pittsburg would costs 14 19, 
 
11 
 
 and from China to Philadelphia $16 68 less for the transit of one toil weight of teas 
 than by the southern route, a difference of nearly half the present cost around the cape. 
 
 A canal at Panama, Nicarangua and Teheuantepec, has been mooted for nearly two 
 hundred years, surveys and explorations made, Inn all rests where it commenced, and 
 will, undoubtedly then rest forever, a fit subject for newspaper articles when there is 
 nothing else. 
 
 I might amuse you with the different surveys and explorations till of which I have 
 examined, but that would not benefit you or the world, and therefore I will give you 
 facts only, which will show conclusively, that a canal or railroad at either place would 
 not change the route for the commerce of Europe with Asia, or even that of oor own. 
 In these go-ahead times we look to the saving of distance and lime as far more impor¬ 
 tant even than expense; one day gives the merchant the control of markets and his 
 fortune is made, but one day too late and a fortune is lost. Now with all the specula¬ 
 tions upon Panama, Nicaragua and Teheuantepec, no one has examined or calculated 
 to see if any thing in distance could he gained, and it is my task to put before the pub¬ 
 lic the actual distances to the principal commercial marts in Asia via. the present sea 
 voyage, via. a proposed canal, as also. via. railroad to Oregon. My calculations are 
 for a canal or railroad at Panama, and though Nicaragua and Teheuantepec, are a few 
 degrees north and west, the distance would not be increased or diminished, but the 
 navigation to which from Europe, would be far more dangerous- and difficult than to 
 
 Panama. 
 
 From London to Panama, 81° of longitude, and 42° of latitude must 
 
 be overcome, and which, on a straight line, would vary little from 5,86S miles. 
 From Panama to Canton is 170° of longitude, measuring full 60 miles 
 to the degree, is ------ 10,200 “ 
 
 Making, from London to Canton, on a line, - - 16,068 “ 
 
 Now from Canton to England, via. the Cape of Good Hope, duiing 
 the North-east monsoon, is : 
 
 From Canton through the China Sea to the Equator, - - 1,320 “ 
 
 From the Equator to Sunda straits, to 12° South latitude, - - 750 “ 
 
 Through the region of South-east trades to 27° South latitude, and 
 
 50° East longitude, ------ 3,200 “ 
 
 Thence to the Cape of Good Hope, - 1,560 “ 
 
 And from the Cape to London, ----- 0,900 “ 
 
 13,730 
 
 Again—From Canton to London, via. the Cape of Good Hope, 
 
 during South-west Monsoon, is: 
 
 From Canton to the Straits of Formosa, .... - 480 “ 
 
 Thence to Pitt’s Straits, passing near the Pillow islands, - - 1,300 “ 
 
 Thence to Allas’ Straits, ..... 1,200 “ 
 
 Thence to 27° South latitude, and 50° East longitude, - - 3,900 “ 
 
 Thence to the Cape, ------ 1,560 “ 
 
 And thence to London, ------ 6,900 “ 
 
 15,340 “ 
 
 In the first instance, the route by canal would increase the distance 
 between London and Canton, - - - - - 2,338 “ 
 
 And in the latter, - - - - - - 728 “ 
 
 The distances, both for a canal and, via. the Cape, are calculated for a straight line 
 from point to point, but owing to trades and currents, a sail-vessel could not make 
 either voyage on a straight line; and the voyage from London.to China is estimated at 
 not less than 17,000 miles, and it would be increased in same*tnanner and proportion 
 for any canal route. 
 
12 
 
 Now from London to New York is 74° of longitude, at 45 miles, is, 3,330 miles. 
 Then c.e to Puget Sound or Columbia river, via. proposed railroad, 2,903 “ 
 
 Thence to Shang-hae. in China, 115° longitude, at 47 miles, is - 5,405 “ 
 
 Making from London to China via. New York, and via. railroad, 11,698 “ 
 
 For the railroad part of this route, the actual distance, from surveys, is taken to the 
 Mississippi river, thence to the ocean 250 miles is allowed for windings or detour; 
 the sea part of this route may he made, by steam, on a line, and a saving from London 
 to China, over the canal route on a line, of 4.370 miles, and equal to more than 6,000 
 miles, under influence of trades and currents, and the distance, such that steam could 
 be used, which could not be on the canal route, because the distance from point to point 
 is beyond the capacity of a vessel to carry fuel, and the saving, in time, would be im¬ 
 mense. 
 
 Again—From England to Singapore via. a proposed canal during the North-east 
 Monsoon, is: 
 
 From Imndon through canal at Panama, .... 5.868 miles. 
 
 Thence to Singapore, on a line 180° of longitude, at 60 miles, - 10,800 
 
 16,668 “ 
 
 Now from London to Singapore via. the Cape of Good Hope, during 
 
 the North-east Monsoon, is : 
 
 From London to the Cape. - 7,730 
 
 Thence past the island of Amsterdam and St. Paul’s, to 105° East 
 longitude, and between 39 and 30° South latitude, - - 4,320 “ 
 
 Thence to Anger Point, ------ 1,740 “ 
 
 And thence to Singapore, - - - - - 560 “ 
 
 14,350 “ 
 
 or 2,318 miles against a canal. 
 
 Now from London to New York, as before, - - - 3,330 “ 
 
 Thence to Oregon by railroad, ----- 2,963 “ 
 
 Thence to Singapore, 132° longitude, at 55 miles, is - - 7,260 “ 
 
 13,553 “ 
 
 or 3,115 miles less than straight lines, via. a proposed canal, and may be accomplished 
 by steam, at a saving of more than half, in time. 
 
 Again—From England to Valparaiso, via. Cape Horn, is - - 9,400 miles. 
 
 Do. do. proposed canal, is - 8,978 “ 
 
 Difference in favor of Canal of 422 miles, hut not sufficient to change 
 the route, ------- 422 “ 
 
 By reference to a globe, it will he seen that a vessel any where on the coast from 
 Panama to Mazatlan, and bound to China, would save more than two thousand miles 
 in distance, by first proceeding to Oregon, and thence to China, and the only route 
 where a supply of fuel could be had for steamers. And it will also be seen that, in 
 Grossing the globs within the tropics, the degree of longitude measures ftdly 60 miles, 
 while on a curve of 46° on a line 30° of latitude, the degree of longitude measures but 
 47. Comment is unnecessary, for it is clear that no ship from Europe, bound to any 
 part of Asia, would ever pass through the canal. 
 
 The distances and statements which I give you are from actual calculation, have been 
 a long time before the public, and not contradicted or doubted. 
 
 Ami this is the only route where the wilderness lands can be made to furnish the 
 means for its accomplishment. And its starting point is nearer to all the Atlantic cities, 
 giving ail a far better opportunity to participate in all its vast benefits, than any other 
 
13 
 
 route, if feasible, and the means could be furnished for its accomplishment, which is 
 not possible either from the public lands or from subscribers. 
 
 It has been my endeavor to show that this is the only route for this great highway 
 for nations, and that the means which 1 have asked for, would be made ample only by 
 the road itself 5 and I hope I have not failed solo do. But there are other views, 
 opinions and points, to satisfy. There are those who (perhaps without examination) 
 think, or fear, loo much may be gained to those who may be interested with me in the 
 work—that it may create much individual power—accumulate lands in individual 
 hands, &c. In answer, I say, the land is now worth little or nothing; if of any value 
 hereafter, that value would be derived from the road alone, and those who buy the land 
 on its borders would receive all the benefit. The land must he sold and settled, or the 
 road cannot be built ; and as the government owns 1,000,000.000 of acres, there could 
 be no monopoly in sale; if the price demanded was too high, the lands would not sell, 
 and the road could not be built. The lands cannot accumulate, because the act will 
 provide and fix the time of sale for the one-half at public auction in lots of 40 to 160 
 
 It has been said that I have asked for too much land; but I have asked for no more 
 than sufficient to guaranty the complete success of the work, without which it would 
 be idle to commence it. I have asked for the lands, not for myself, but that they may 
 be set apart expressly for this work, and its success; failing, the government can lose 
 nothing, while I must lose everything. I have asked for the balance, if any, after 
 paying for all, and after the road is completed, as a reward for the work; but if it is 
 feared that the remuneration may be disproportioned to the extent and importance of 
 the work, then I am ready to relinquish all claim of this sort, and let the surplus 
 money, if any, and lands, go into the Treasury, and belong to the people; the people 
 may give me anything or nothing, as they please; if they will but allow me to be 
 their instrument to accomplish this great work, it is enough. I ask no moie. 
 
 The people who buy and settle upon the lands will be free and independent as all 
 other citizens are under our institutions, and as much above any control or influence 
 which I might desire or be charged with desiring to exercise over them, as the people 
 who are now daily buying and settling upon the government lands, who have some 
 reputation for being tenacious of their rights and liberties; they will allow no political 
 or individual interference with their privileges; and, be assured, they are, and will be 
 fully capable of understanding and guarding all the immunities which the Constitution 
 guaranties to the citizen, whether of State or Territory. 
 
 As to power over laborers, it is unworthy the gravity of the subject. To build the 
 road labor must be employed, and it must be subject to supervision and direction. The 
 same objections would hold to all public works and their conductors, to all agents of 
 the government, whether in a civil, military or other capacity. It can be obviated but 
 in one way: let the commissioners be authorized to act as a check upon my operations, 
 in this respect, if the danger is so threatening, though it might be necessary first to 
 show what political power could be exercised in a land of uninterrupted prairie, with¬ 
 out population or civilization. 
 
 Power and influence overstates and Territories through which the road will pass. 
 
 Almost all the route through which 1 propose to pass is a waste, uninhabited country, 
 which is to be peopled and made Territories and States by this road alone. The gov¬ 
 ernment owns the lands, and the right to give, appropriate and sell them for this purpose 
 is admitted. 
 
 While there are no people except those who are drawn forward by the facilities 
 which the road only can give, there certainly can be no difficulty, as interest is mutual. 
 When a Territory interests will be the same, and all legislative acts must meet the ap¬ 
 probation of Congress, which can and will provide and protect all. When admitted 
 a State, Congress will prescribe the terms anil conditions, but the people, the lands and 
 the road, become parts and parcel of the State, subject to the same enactments, laws 
 and regulations, as all other people and property of the Stale, save such reservations 
 as may be made by Congress. So it appears to me that the State and people of the 
 State would hold the power over the road, not the road over the people. Its exactions 
 
14 
 
 light, under the control of, and fixed by. Congress, would always be useful to the 
 people, and would never conflict in any way with their interests. But the day is past 
 with us for any institution, man or body of men, to set themselves up against popular 
 opinion or popular interest No such can stand. And in this case, at the will of the 
 people. Congress could at any time repeal the act, or make such enactments as would 
 be necessary, and if its management at any time should operate to the disadvantage of 
 the people, why, there could be but one voice against the many, and a change forced 
 to take place. 
 
 The necessity for and importance of this work must, I think, be apparent to all. 
 As a means of connecting Oregon and the Pacific coast to us, it would be to that 
 coast every thing, the strongest chain which would bind them to us, the best and 
 almost only means of communication, the proper channel through which they can re¬ 
 ceive the protecting care and benefits of our free government, and the only safe avenue 
 by which they can participate in our prosperity and our glory ; the source of all their 
 wealth and social happiness, now so remote from, and so difficult of access, that no 
 exchanges of commodities can take place, and they derive no benefit from a connexion 
 with us; and without this road, the entire Pacific coast must seek other intercourse for 
 an exchange of commodities, in which we cannot participate, and it must become a 
 separate and distinct nation, controlling the valuable fisheries and commerce of all the 
 Pacific, and all its islands, of Japan, of China, and of all Asia, and become our most 
 dangerons commercial rival. But build this road, and they can participate in all our 
 prosperity, in all our glory, and share in all the benefits of our free government, and 
 we participate in all their local advantages, and the iron band could never be sun¬ 
 dered. 
 
 It is important and necessary as the only means by which the greater part of the 
 immense wilderness, from the lakes to the ocean, can ever be settled, or made equal 
 to sustain population, and must remain forever useless to mankind, being the greater 
 part without timber, and without navigable streams to communicate with civilization 
 or markets. But this road would open it to settlement and production, with the means 
 of communicating with all the markets of the world, bringing into life and use the only 
 means by which the commerce, not only of our country, but ol all the world, can be 
 increased and sustained, and would bring into market lands hitherto too remote for set¬ 
 tlement: making valuable and productive that which would otherwise be useless to the 
 nation and to the world, and increasing the value of other government lands far beyond 
 the amount appropriated to this work. 
 
 Important and necessary as the only means of providing for the immense over popu¬ 
 lation of Europe, which is daily flocking to our shores. Their small means soon ex¬ 
 hausted, they see abundance around them, almost without price, but that small price 
 they can no longer pay: necessity plunges them into vice, and perhaps crime, and 
 they become burdensome to our citizens, all which evils are increasing to an alarming 
 extent, and they must increase, unless there can be some great and important point in 
 onr interior, to which such emigrants can be attracted immediately on their landing, 
 where their little means, with their labor, can purchase land; where they will escape 
 the tempting vices of our cities; where they will have a home, and there labor upon 
 their own soil will produce not only their daily bread, but in time an affluence, of 
 which they could not have dreamed in their native land, and become consumers of 
 your products. The commencement of this road would make that point of attraction; 
 the labor of the emigrant would grade the road and pay in part for his land, his produce 
 from his own soil would be required by the laborers on the road, and, at low tolls, it 
 would be the sure means (at all seasons) of transit for any surplus to all the markets of 
 the world, immediately producing comfort and independence. 
 
 In building railroads through a settled country, by a company, the laborer has no 
 interest in, or expected benefit from the work, beyond his daily pay, which is often 
 wasted in intemperance, while here the laborer would not only be interested in it, as 
 the means for his daily bread, bnt be sure that its results would benefit his condition, 
 and elevate himself and family to affluence. Man must first be fed and clothed before 
 he can be reformed. The starving mendicant will listen to no precepts of morality 
 
15 
 
 until you give him bread, but you feed and clothe, and his heart warms with grati¬ 
 tude, and you may lead him on; and here, on this road, I care not how low the con¬ 
 dition, all will be found to labor, because removed far from our cities, the food and 
 sustenance for indolence and vice, and soon they will find themselves surrounded with 
 comforts and plenty, the reward of their own toil, and their energies will kindle into a 
 flame of ambition and desire, and wc shall be enabled to educate them to our system, 
 to industry, prosperity, and virtue. 
 
 Civilization, with all its influences, would march step by step with it. 
 
 The pioneer settler is subject to severe toils, hardships, and deprivations, but none 
 more so, than from the lawlessness which surrounds him; he has gone beyond the pale 
 of civilization, and even law, and is forced to avenge his own wrongs, and often falls 
 a victim to the lawless and worse than savage robber, and his wife and little ones left 
 destitute in the wilderness ; but on this road there could be no pioneer settler, because 
 both would go on together. After the two first years, itw'ould draw to it 100,000 souls 
 annually. Cities, towns, and villages would spring up like magic, because the road, the 
 cheap means of transit for the products of man’s labor, to all the markets of the world, 
 would leave a rich reward for that labor, and afford the sure means for the accomplish¬ 
 ment of all. 
 
 Important and necessary in a commercial, political and military point of view. It 
 would give us the control of, and make the entire commerce of the world tributary to 
 us, the grand thoroughfare for all the nations of the earth, bringing into use the entire 
 basin of the Mississippi, and taking its vast products to all the markets of the world: 
 with the tolls on the foreign commerce upon this great high-way for nations, would 
 bring the nations of the earth indebted to us, and here, on this continent, would be the 
 great banking house, the grand exchange for all the world. 
 
 In a political and military aspect: 
 
 It would enable us, at small expense, to concentrate our forces, munitions and stores, 
 at any point on the Atlantic or Pacific, nr any part of our vast interior, in the short 
 space of from 3 to 8 days, and transmit the mail in a little more than half that time; 
 and to Oregon, by telegraph, out run the sun by 10 hours. And with a naval depot at 
 Oregon, with a comparatively small navy, we command the vast Pacific, the South At¬ 
 lantic, the Indian Ocean, and the Chinese Seas. Yes, I may say, we shall command 
 the world. How different would be our position with this Mexican war; at a trifling 
 expense, and without hazard of life, the entire west coast of Mexico, would be under 
 our complete control. But when the entire human family can be brought together in a 
 free exchange of commodities, wars must cease, as there can be no cause for strife, and 
 armies and navies no more needed. 
 
 It is our destiny to accomplish this vast revolution for all mankind. We have this 
 vast wilderness land our inheritance, purchased with the toil and blood of our fathers, 
 the labor of man applied to it, brings forth the abundent means for this great work ; the 
 labor richly rewarded, the work accomplished, and the entire world brought together 
 as one nation. 
 
 I might speculate upon the future, and predict what will be the vast results from the 
 accomplishment of this great work; but it has been my object to give you a plain 
 simple business statement, based upon facts only, and you can see all—the subject is 
 before you, the field is open to the mind, and, I hope, plain to all. It is no experi¬ 
 ment, for all the requisite elements are now in daily use and employment, therefore, I 
 say, it is but a simple work. Let the road be graded, the timber and iron put down, 
 the locomotive and cars put upon it, and all is done. At the same time, the facilities 
 which it yields to man, would have created its being and support. 
 
 By looking at the map again, you will see our position, and will see that the subject 
 cannot be exaggerated. Europe, with 250,000,000 of population, with the Atlantic 
 between us on the one side, and all Asia, with 700,000,000 of souls, with the calm 
 Pacific between us, the other side, and look at our vast continent, the centre of all, 
 now more than 2,000 miles of which is a howling, savage, waste wilderness; the 
 greater part forever to be useless to man. But this road will open it to settlement and 
 
16 
 
 cultivation, giving it free and cheap intercourse, and rapid communication with all the 
 world. 
 
 It would extend agricultural population and production, affording exchanges to sus 
 tain all other branches of industry, so as that, I may be almost allowed to say, it will 
 give to every man, women and child on the earth, means to live and be comfortable, if 
 they will but work. 
 
 It will give us the means, and force the completion of your road to Ohio ; the New 
 York and New England roads, the Baltimore road, the Richmond road, and the Charles¬ 
 ton and Savannah road, all to Ohio, and join in one, so as to meet this great highway 
 for nations, at or near where it wiH cross the Mississippi; then the grand centre of this 
 continent, and of all the world, would be near the Missouri river, where, at 30 miles 
 per hour, it would require, from that centre, but two days and a-half to any Atlantic 
 city; two days and a-half to the Pacific, and at the present rate of steamers, but 25 
 days to any part of the globe ; thus we should be brought together, at the grand centre, 
 as one family, in two days and a-half, and the whole world, as one nation, to the same 
 centre, in 25 days. I need not tell you what must be the inevitable results, morally, re¬ 
 ligiously, commercially, and politically; it would carry with it, from ocean to ocean, 
 a belt of population 3,000 miles in extent, with the same manners, habits, thoughts, 
 tastes, actions and interests; yes, the same religion, a flood of light, life and liberty, 
 which would spread over, enlighten and enliven the heathenism of all Asia. 
 
 Gentlemen, it is my desire that some action may be had on this subject, by your 
 honorable body, in your legislative capacity. Seventeen States have acted upon it 
 almost without a dissenting voice. 
 
 It appears to me the points for your consideration and decision are, do you want the 
 road? will you be benefitted by it? and are you willing the lands, which I ask for, 
 should be applied to this work on the terms proposed? That you and all the United 
 States would be benefitted, I think no one can doubt. Your local and geographical 
 position gives yon great advantages for a connection with this great highway for nations. 
 Your great road to Pittsburg on the lake, will be undoubtedly carried out, and will as 
 certainly be continued on through Ohio, where all the Atlantic States will be interested 
 in joining in one on to meet this great road, yours being the shortest and of less ele¬ 
 vated grade of any, except the Georgia road, which must give your State great advan¬ 
 tages, and make, it one of the great and most important avenues for the commerce of 
 all the world, and you may yet see the great London mail for India pass your doors. 
 
 The immense amount of material which would be required for this road, would 
 benefit all the country around, but none more than your State. The iron alone for a 
 single track would cost more than 20 millions of dollars, and for a double track, which 
 would be forced almost immediately 40 millions, all of which must be furnished from 
 your State, Ohio, Virginia and Kentucky, because yon have the material, can furnish 
 it cheaper than from any other source, and have the best and cheapest means of transit 
 to the road. 
 
 It may appear strange that I attempt to point out the great natural advantages of 
 States where I am not personally and directly interested : but I look to the vast and 
 rich basin of the Mississippi, as the great field for the production of the great staples, 
 for food and clothing for all the world, the foundation on which every other branch of 
 industry is based, and on which only can they be sustained. As a nation, it should 
 be our object as it is our interest, individually and collectively as such, to get these vast 
 products, on which all depend to market, at the cheapest possible expense of both time 
 and money, and at all seasons, commanding markets and leaving a balance with the 
 producer as a reward for his toil, and to enable him to consume largely of all our other 
 different products of labor, as well as those of all the world, and thereby sustain all; 
 and it matters not to me whether this great, this vital object is attained through your 
 State or through New York, the grand result would be the same, and equally claims 
 my energies and efforts. 
 
 The change of the route for the commerce with Asia has, since before the time of 
 Solomon, even changed the destinies of Empires and Slates. It has and does in fact, 
 to this day, control the world; to change its route to our Continent will be its last, its 
 
17 
 
 final change; for unless the Pacific slope should become a separate and distinct nation, 
 there would never be a nation west of us to rise from our decline and take it; but this 
 road would forever prevent such a catastrophe, and this last, this final change must 
 benefit every section and every interest of our wide spread country. 
 
 Look at our present position. AVe see that the commerce of Asia, with civilization, 
 has marched west, each nation from the Phoenicians, to proud England, when supplant¬ 
 ed or forced to its relinquishment has declined, dwindled into nothingness, and a new 
 nation west, risen up with vigor and life, to control all. When this road shall have 
 been completed, that commerce, with civilization, will have encircled the globe, and 
 here it is. as fast, as fixed, as the earth and time itself. Here we stand forever; we 
 reach out one hand to all Asia, and the other to all Europe, willing for all to enjoy the 
 great blessings we possess, claiming free intercourse and exchange of commodities with 
 all, seeking not to subjugate any, but all the entire, the whole tributary, and at our 
 
 Statesmen have always considered that the great strength of England’s power was in 
 her immense merchant marine, with the naval force required to protect it, enabling her 
 at short notice to send her armies and fleets to all parts of tile world, and pounce upon 
 her prey. Ilcr commeree with Asia employs a greater part of both her merchant and 
 military' marine. The change to this route of the commerce of Europe with Asia, 
 would reduce the tonnage now employed to one-half its present amount, and at the 
 same time increase our own. What a blow! what a reduction to England power! 
 
 On tlie Atlantic our industry ami enterprize will not fear to compete for the carrying 
 of the commerce of all Europe with Asia, then forced to our shores; while on the 
 Pacific we may say, that ocean will he our own: then imagine the ships and men 
 wanted with the material for building, clothing and food to sustain them, and would 
 your State get no benefit from such a field? 
 
 Tlie opening of a free, cheap and frequent intercourse with Japan, with China, all 
 the, islands of the Pacific and Indian ocean, and with India, would open to us a com¬ 
 merce in variety and extent far beyond the power of human calculation to estimate; 
 ami so soon as there is safety for person and property—so soon as tlie cannibal and the 
 pirate give way to civilization, which will he forced by this intercourse, ihen the mil¬ 
 lions of China will emigrate to and cover tlie islands of the seas now worse than use¬ 
 less to man ; then the Chinese will cease to destroy their offspring, because they will 
 have found a place where the earth can yield them a support; and it is our ships and 
 our men that must move theie, and with all our industry and enterprize we shall not 
 he aide to furnish so many ship? as will lie wanted for litis purpose alone ; and surely 
 (lie building and furnishing so many ships and men must benefit every section of our 
 
 An unlimited market would he opened to us with all Asia, and the new and unlim¬ 
 ited demand lor our cotton, our rice, our tobacco, our hemp, our flour, corn, pork, beef, 
 manufactured goods, and all our various and vast products for Japan, for China, and 
 for all Asia, could not fail to benefit your great Slate to an incalculable extent. 
 
 Though the labni for its construction, ami the money for the lands, in: y all come from 
 Europe, can any one doubt that money would add so much to tlie actual cash capital 
 of. and therefore benefit the whole country ; and tlie labor would nil. be under the gui¬ 
 dance, management and control of our own people. Though the emigrant would come 
 in large bodies as they now do, yet they could not settle down on tlie line of this road, 
 isolating themselves from our people and our habits, retaining their prejudices, lan¬ 
 guage and even costume, as they do now : because this work would draw to it the 
 talent and enterprize of all tlie country, south and north ; cities, towns and villao-es 
 would spring up for the benefit of all. every one claiming to participate; a sense of 
 life, energy and activity, urged on by tlie li«htning speed, which would uproot all pre¬ 
 judices and break down all barriers, even if founded and fixed by centuries, all must give 
 way to, and assimilate with us. And can any American, knowing tlie persevering enter¬ 
 prise and energy of all our people from one extreme of our great country to the oilier, 
 believe or even suppose, that such a people would let such an enterprise as this escape 
 . 2 
 
18 
 
 an, even if not stipulated th at 
 go directly to the people for 
 
 them ? No, they will participate in, and control all, and the "foreigner m 
 apprenticeship under them. 
 
 The land which I ask for is not given away by the nation, even if not st 
 I am to pay for all; for the entire cost of the road would go directly to th 
 labor and materials: and as before said, add so much as the road costs 1 
 cash capital, and it matters not to any what section of the country or worl 
 is taken from, because it gives to the laborer the ability to consume the pr< 
 onr different climes; and can you, can your Stale in any other way, exp 
 benefit, an equal consideration for your interest in the lands ? 
 
 I have devoted much time to this great subject, to me it is “as clear 
 
 My position is somewhat peculiar compared with those who have uni 
 terprizes of a State or National character, who have had the support and 
 the General or State Government, have been in the employment, and tin 
 abilities, the property of the people, while I, a lone individual have spent 
 more than three years on this side, and nearly two years in Asia, have ex| 
 of lhe route, abandoned all other pursuits, devoted myself entirely to it, u 
 sponsibility and risk of success, together with all expenses upon myself, 
 does not succeed no man would be "taxed one cent, and not one dollar den 
 the National treasury. 
 
 hose who have undertaken 
 id the support and patronac 
 nployment, and their time 
 dividual have spent exelusiv 
 is in Asia, have explored a 
 
 about by the perseverance, the toil, and I may say, suffering of i 
 out mercenary aim or aid, and I expect none other end. 
 
 I do it because I know some one's whole life must be sacrificed 
 cause I believe it to be a part of, and that our destiny cannot be a 
 it. I am here not for one State alone, but for all. 
 
 If I know mine own heart, I have no desire that this work slmu 
 of our Union over an other, beyond what nature has pointed on;: 
 local feeling should not misunderstand L 1 
 
 cation? Is it not plain that your local position gives you equal ad 
 the States, for a connexion with this great iiiah way for nations : 
 
 If I know mine own heart, I feel that I am acting for all this gr 
 like this I would not undertake it for one section or for one imere; 
 have a destiny to accomplish by this road, which destiny. if the 
 be prevented by men or nations. I do not therefore believe that 
 the end of time to be severed. I believe that our institutions of I 
 established by an all-wise and overruling Providence, whose ei 
 plished : that all the parts were combined and necessary to ear 
 harmonize as one. That though the demagogue may rave and 
 destiny he cannot change, a power c 
 
 ground. I believe that we are the chosen people to carry out 
 designs to man, that there is none other way or means lor me act 
 great purposes : if not so liiere must come an end to religious ami 
 race must fall back into darkness and savage h ibaristn. This i 
 any one believe such a destiny awaits mauiiiuo : >o. i wouiu 
 
 has power to derange or destroy t 11 
 
 machinery was copied from that above and works the same, j 
 planet is found afar off in the distance, first a mist ana then a brig 
 place iu the constellation, with no derangement of the machine, b 
 It is true, that in their different flights, sometimes they pass betw 
 centre, the sun, when darkness and gloom overshadow us, his hi 
 all is bright and clear again, and we see ’twas bill the fickle moi 
 darkness and clouds, the breeze will change and fan us to repose : 
 together, forever, to accomplish the great, the glorious destiny wh 
 
19 
 
 I have no desire, in the grant I ask for, but that the lands may be so placed, that by 
 sale and settlement thereof I can carry out this great work. I ask it not for myself, 
 ’tis for you and for your children; 1 ask it not to benefit myself. It promises me 
 nothing, but a life of laborious toil and perplexity, every step surrounded with diffi¬ 
 culties, only to be overcome by an energy ami perseverance which must know no rest. 
 The lands are yours, the right to grant yours, and the glory will all be yours. I ask 
 it.for your benefit, and that of every man, woman and child of our great nation. I 
 give to it my life, my all. If I fail you lose nothing, for the lands are still yours; but 
 if I succeed, and I feel that I shall, my race would have been run, the end to me have 
 come,.but to you and your children the prize won ; never to depart, and richer far than 
 nation or combined nations ever before possessed, the command and control of all the 
 world, won, too, without cost of treasure, without the cost of blood. 
 
 If I am right, and you can see your interest and pleasure in it, I ask and feel that I 
 have a claim for your support and encouragement. It is a heavy load fur one mind, and 
 unless supported I cannot sustain it; but if you think me wrong tell me so. 
 
 What I ask may be considered as of no value to the nation, or use to man as it now 
 is, and I am to pay for it. in money, four limes at least what the government could 
 ever receive lor it in its present condition. 
 
 The graduation bill will soon, if not at this session, become a law, reducing the 
 price of the best lands to 25 cents per acre, or give them to the States in which they 
 are located, I say will reduce, because no man will pay more, when by squatting for 
 ten years he gets it at the lowest price, if not even without pay, and I say will become 
 a law, because there are now 50,000 voters on lands they have not paid for, enough to 
 turn the Presidential election and too potent to be resisted, and every new Stale feels 
 and declares that the land should belong to the State, not the nation ; and the lime is 
 not far distant when their declarations will be law. Now, almost daily, we hear it 
 declared in and out of Congress, that any man who chooses to settle upon 160 acres, 
 shall have it without pay ; therefore I think it clear and plain and certain, that if you 
 do not get this road you will get nothing for your interest in the lands, and such is the 
 view taken by all the old States which I have visited. 
 
 Viewing this great subject as I do, I have felt it my duty to place it before your 
 honorable body in my plain simple business manner. I am not a public speaker, as 
 you will have noticed, but I hope you have understood me. It is now for you to de¬ 
 cide, if this work shall be accomplished—if the whole world is to be made tributary 
 to us, and its vast commerce pay transit dues across our continent, and through your 
 State—if the now destitute emigrant shall grade this road, and with his labor purchase 
 a home, where his toil upon his'own soil can receive its proper reward; himself ele¬ 
 vated from inducement to vice ami crime, and his offspring reared to affluence, virtue 
 and honor. If you tell me to go on, it will give me new strength, new hopes; 1 shall 
 feel that l am acting lor and under you, my efforts will be increased, and the work will 
 be accomplished; but if you say no, I shall feel that a cloud lias risen up against me 
 and fear that 1 may be wrong. 
 
 It is all important that action should bo had by Congress, without any delay; the 
 lands are fast being taken up on the first part of the route, on which all depends; and 
 the immense imigration with the soldier’s bounty lands, will defeat it almost immedi¬ 
 ately on the opening of the spring; it is, therefore, necessary that I should be at Wash¬ 
 ington, and I wish to visit the Legislature of Virginia before its adjournment, and shall 
 consider it the greatest possible favor, if your honorable body will be pleased to act 
 upon the subject to-morrow, so that l may leave for Washington without delay. And, 
 gentlemen, I led myself highly honored, and greatly indebted, for the kind manner in 
 which you have listsned to me, and for the interest you have manifested in this great 
 subject, by the accomplishment of the work, I hope and believe, you will be more 
 than richly rewarded. 
 
 An objection having been raised against my route on account of supposed obstruc¬ 
 tions from snow and ice, induces me to append the following : 
 
 As we go west from the great lakes it is milder and less snow on the mountains. 
 In Wisconsin the snow seldom falls over a foot deep all winter, and this dry, not 
 
20 
 
 thaw and freeze. As we go into and through the mountains, the elevation, of course, 
 increases the cold; the snow falls about Christmas, and remains on till May—its falls 
 not frequent, and dry, with no rains to thaw it. 
 
 Mr. Fitzpatrick, whose experience for years renders him the best authority, says 
 that, “at Fort Laramie there is very little snow, and rarely lays on the ground ; has 
 never seen a depth of more than 15 inches, and that very rare, and never remains 
 more than one or two days; thence to the Pass, snow continues dural? the winter, 
 about three months, depth 15 to 18 inches; thence to Greene river a decrease in depth, 
 but remains longer than at the east side of the Pass; from Greene river to Bear river, 
 crossing a range, about the same as at the Pass: thence falling on the Bear river, it is 
 rare that snow is found at any time: but descending the river northerly to Soda 
 Springs, snow is again found one and a-half to two feet deep: then as you come to 
 Fort Hall, no snow, and very little on to Louis 1 fork, to an immense plain; from this 
 plain we get into a branch of Salmon river, without crossing a divide, and no snow of 
 consequence to the Blue range, where snow is again found two feet deep; then there 
 is no snow or winter to the ocean.” 
 
 Mr. Ramsey Crooks, who spent a winter at Fort Laramie, confirms the statement 
 of Mr. Fitzpatrick, as to that place. 
 
 R. Campbell, Esq., a highly respectable and very intelligent merchant of St. Louis, 
 spent three winters in succession, and a part of the fourth, in the mountains from the 
 Pass to Fort Hall, and on to the head of Salmon river. He says “that one winter 
 only the snow fell three feet deep : fall commences 1st to 4th November, (does not 
 vary in time;) very little and melts off. At Christmas the heavy fall commences; 
 (considers its regularity as to lime remarkable;) the falls are not frequent, and are dry, 
 remain till April; some winters but little snow, so that we could travel over most of 
 the country. We found buffalo all winter, living on the grass under the snow, which 
 they root up; our animals were sustained in same manner: there are three routes from 
 the Pass to Fort Hall, all good.” 
 
 From these statements, from the most respectable sources, and from many others, 
 it appears that we have nothing to fear from snows in the winter, and the route would 
 not be impeded at all. The snows and winters are not so severe as in New York and 
 New England, where delays are scarcely noticed, and much less than in a milder cli¬ 
 mate. I have witnessed more delavs and difficulties between Baltimore and Washing¬ 
 ton and Richmond, than in any of the northern States, because, where the winter is 
 severe, the snow falls dry, and can be removed with machinery, when the rails remain 
 clear until another fall, which is not so frequent as in milder climates, when frequent 
 sleet and rain, freeze and thaw, cover the rails with ice, much more difficult to remove 
 than the deepest snow. 
 
 On the Baltimore and Ohio road, from Cumberland to Frostburgh, on a grade of 135 
 feet to the mile, a locomotive, cars and all. passed up through drifts of snow 8 and 10 
 feet deep, without difficulty, leaving the rails clear. 
 
 Having the most satisfactory accounts assuring us there is in the mountains but little 
 rain, little and unfrequent snows, the snows very dry. and easily removed with ma¬ 
 chinery, we need not, therefore, fear or expect interruption at all.